Train-signal



1 4 Sheets-Sheet 1. W. BIDDLE. TRAIN SIGNAL.

(No Model.)

Patented May 19, 1896.

' 4 Sheets-Sheet 2. W. BIDDLE. TRAIN SIGNAL (No Model.)

No. 660,293. Patented May 19, 1896.

' 4 Sheets-Sheet 3. W. BIDDLE. TRAIN SIGNAL (No Model.)-

No. 560,293. Patented May 19, 1896.

' 4 Sheets-Sheet 4. W. BIDDLE. TRAIN SIGNAL (No Model.)

Patented May 19, 1896.

32 m EzEm 222 m ANDREW EGRAHAM. PNUTO-LITNOWASHI NGTOND C UNTTED STATES PATENT Grimes.

\VILLIAM BIDDLE, OF BROOKLYN, NE\V YORK.

TRAIN-SIGNAL.

.sPECIFICATION forming part of Letters Patent No.560,293, dated. May 19, 1896.

' A lication med March 22,1894. Serial No. 501.577. (No model.)

T 0 ail whmn it may concern.-

Be it known that I, WILLIAM BIDDLE, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented an Improvement in Train-Signals, of which the following is a specification.

The object of this invention is to actuate block-signals upon a railway electrically and in such a manner that as the train passes along a signal is set at danger, and when thetrain reaches the next block-signal to set the same to danger a block-signal in the rear is returned to safety, and in connection with the said block-signals an intermediate signal is also employed and arranged in such a manner as to give an automatic alarm upon the train in either the engine-cab or in one of the cars, and this system is available with two or more tracks and also with one track in which trains are permitted to run in opposite directions, so that the possibility of collision is reduced to a minimum.

In the drawings, Figure l is an elevation of the signal with the casein section. Fig. 2 is a cross-section of the same. Fig. 3 is aplan view with the case in section. Fig. 4 is an illustration of the locomotive and the circuitclosing brushes upon the same. Fig. 5 is an elevation of the circuit-closing brush on the locomotive, and Fig. 6 a cross-section of the same. Fig. 7 is a side view, and Fig. 8 a cross-section, of the circuit-closing brush on the track. Fig. 9 is an elevation, with the case in section, of the circuit-closing lever acted upon by the wheels of the train for making and breaking a single circuit. Fig. 10 is a similar View of the lever for switching the current from one circuitinto another. Fig.

-11 is a diagram illustrating the electric connections for one track on a double-track railway. Fig. 12 is a diagram of the circuit-closing devices at an end station, the parts being in larger size than in Fig. 11. Fig. 13 is a diagram of the connection adapted to use upon a single track in which the trains run in different directions.

The signal-box which I prefer to employ and which is well adapted to the present improvements, is represented in Figs. 1, 2, and 3, in which A shows a case or box of suitable size with openings 1 2 through the same and in which glasses are inserted, and behind these openings is the lantern B, which is removable, as usual, and within the boX A is the rolling signal 0, usually composed of a metal ring containing a colored celluloid or glass, such as red or blue, and the bottom edge of this rolling signal is upon the grooved armature-lever D over the electromagnets E and F, which maybe made to'act upon armature-blocks, or solenoid-cores may be connected to such armature-leverD, so that when the electromagnet E is energized the lever D will be swung into the position shown in Fig. 1 and the signal 0 will be rolled into line with the openings 1 and 2. to give the signal of danger, and when the electromagnet F is energized, the lever D will be moved, so that it is inclined in the opposite direction, and the signal 0 will be rolled away from the openings 1 and 2 to indicate safety.

Adjacent to one end of the armature-lever D are the circuit-closing springs 3 and 4, (represented in Fig. 12,) and the circuit- Wires are connected to these springs and they are insulated from each other, but the insulated block 5 upon the lever D closes the circuit between 3 and 4; when the signal 0 is rolled to danger for the purposes hereinafter set forth.

The movement of the lever D is made use of for indicating upon the line running to the despatchers office or central station the designation of the station where the. signal is changed, and with this object in view I find it convenient to employ a rack-arm 2', connected with the lever D and acting upon the pinion 6 of the circuit-wheel H, in which circuit-wheel there are contact-blocks closing the circuit between the springs 7 and 8, so that when the lever D is moved the wheel ll is rotated, and by its contact-blocks a signal is sent over the line to the central station or despatchers office indicating the number or location of the place where the signal is set to danger," and in this electric circuit running from the line to the despatchers oflice an electromagnet I is located to actuate a time-signal lever 9, having any desired character of stamping device bywhich the time can be denoted on a strip of paperand also the number of the station from which the signal is sent in, so as to keep arecord-at the despatchers office of the movements of the respective trains, and it is advantageous to place in the circuit a telephone instrument J, which may be made use of in any ordinary manner to communicate with the engineers of the respective trains or with the distant stations, and I have represented a telephonereceiver J at the block-signal No. 2, Fig. 11, and it is to be understood that Fig. 12 illustrates in detail the connections provided at the sending-station or despatchers office designated as block No. 1 on Fig. 11. I remark that in the diagrams I have represented insulating material and circuit-closing bars in connection with the rack-arm i in place of representing the circuit-wheel II for the purposes of illustration.

At the proper places along the line boxes K and L are placed, the boxes K each having a circuit-closi-n g lever c, that is depressed by the action of the passing wheel upon the locomotive or car, and in so doing closes the spring-contacts d e in'such box K, such springcontacts being in the electric circuits hereinafter mentioned, and in the boxes L there are levers f, acted upon by the passing wheel to move the spring-switch g and change the electric circuit from onewire to another, and these boxes K and I. are employed in the manner hereinafter described.

I provide in the cab of the engine, in the caboose, or upon one or more of the ears any suitable audible signal, such as an electric bell or a steam-whistle, (illustrated by the dotted lines 1.0,Fig. 4,) and upon the vehicle, preferably upon one of the equalizing-bars, a portion of one of which is represented at h in Figs. 5 and 6, contact-brushes are supported,

as shown at M, and it is advantageous to employ the straps 11 for securing the pivot-pin 12 to the equalizer-bar h and to support upon the pivot-pin 12 the box 13, into which are secured the contact-brushes M, and in the upper part of the box 13 and around the pivotpin 12 is a coiled sprin g 14, the ends of which pass out through openings in the top of the box and rest against the under side of the equalizer-bar 7L, and these springs press against the metal ofthe box 13 adjacent to the openings through which the springs pass outwardly, so thatthe box 13 and the contact-brushes M are free to swing ineither direction upon the pivot 12, and the coiled spring let acts to return the brushes to their normal posit-ions and also allows the brushes to yield without injury in case of eontactwith any foreign substance.

The brushes M are insulated, as illustrated in Fig. (i, and the wire therefrom passes to the electric bellor signal 10, and the circuit can be elosedthrough the metallic parts of the engine or wheels and to the track and thence to the ground. Hence when the brushes M come in contact with a device that is in an electric circuit, the other end of which is grounded, the hell or whistle 10 will be sounded in the engine or upon the vehicle and give a signal, and with this object in view the contact-brushes N are located upon a suitable support adjacent to the track and in line with the brushes M upon the vehicle, so that the circuit will be closed by the brushes M rubbing over and in contact with the brushes N, and these brushes N are insulated, as illus trated in Fig. 8, and each brush is set in a box 15 and provided with a coiled spring 16 around the pivot-pin 17, which projects as a fixture from a clip 18, attached to one end of the track-rails 0, so that each brush N may yield by the contact therewith of the brush M, and the electric-circuit wires are connected with the brushes N and to the block system of signals, as hereinafter described.

I have represented batteries or other sources of electric energy at P at the block No. 1 and the block No. 2, and for the purposes of illustration an engine is shown at Q, Fig. 11, and it is presumed to be traveling upon one of the two tracks in the direction indicated by the arrow.

The operations of the parts thus far described will be understood upon reference to the diagram Fig. 11, and, presuming that the engine has started from the depot or despatchers station at block No. 1., the circuit has been closed bythe wheel acting upon the lever c in the box K and the current from the battery P has passed by the wire 20, lever 11, wire 21, through the electromagnet E to ground G, and by energizing the magnet E the signal 0 is rolled to danger, and as the engine Q passes along and approaches the intermediate signal R the brushes M on the engine come in contact with the brushes N at the side of the track, and if the signal 0 is at safety no current will pass from N to M and no audible signal will be given in the cab; but if the intermediate signal is at danger the circuit will be closed between 3 and 4, so that a current will pass from the battery I, Fig. 12, through 3 and l and the wire 22 to N, and therebyan audiblesignal will be given through the brushes to the engineer in the cab or on any other part of the train. It is, however, presumed that the circuit is broken between 3 and -i and the intermediate signal Ris at safety and the train proceeds to the block No. 2, Fig. 11, and should a signal at block No. 2 be at danger and the engineer not observe the same an audible signal will be given in the cab by the brushes at N, as aforesaid, such brushes being located. at a sufficient distance from the block-signal No. 2 to allow for the train being stopped to avoid a collision.

If the signal 0 is at safety when the 10- comotive reaches the block No. 2, the wheel of the locomotive acts upon the lever c and closes circuit from the battery P through 20, c, and 21, energizing the magnetpE to set the signal 0 to danger, and the current passes by the wire 23 to the magnet E at the intermediate station R and sets the signal (1 at the intermediate stat-ion to danger, and thence the current passes by the wire 24: to the magnet F at block No. 1 and thence to the ground, so as to return the signal 0 at block No. 1 to safety, and when in the course of travel the engine reaches the third block-signal the current passes, in the man-- ner before described, by the wire 24 to the magnet F at block No. 2 and thence by the wire 25 to the magnet F at the intermediate station R to return the signal at both the intermediate station R and the block No. 2 to safety.

I have represented in Fig. 11 a track-turnout S, at the junction of which with the main track a switch is placed, as usual, and at T, I have indicated the switch-lever with its usual indicating-disk T, and it is presumed that this lever is moved by hand and there is a battery at P connected to the switch-lever, and there is a contact 26, with which the switch-lever T engages to close the circuit to the brushes N when the switch is open to the turnout or siding. Hence the brushes N will give an audible signal in the cab of the engine as the engine passes by and its brushes M contact with the brushes N.

hen the switch coincides with the main track, the circuit to the brushes N is broken between the switch-lever T and the contact 26.

At 27 I have represented a circuit-closer, which is advantageously a wheel to give a signal by its rotation similar to the circuitwheel I'Land this circuit-closer 27 is connected by the wire 28 to the main-line wire U, which passes to the despatchers office. Hence whenever the switch T is moved a current passes from the battery P through '1, 27, and 28, to the despatchers office, and a record is made by the electromagnet I upon the paper and also by the time-signal lever 9, so as to indicate both the place where the switch is moved and the time when that movement takes place, thus placing the switches within the knowledge of the train-despatcher and also giving an audible signal in the cab of the engine whenever a switch is set to divert a train upon the siding or turnout.

I have represented at V a finger-key in a circuit running around the circuit-closing wheel II, which finger-key may be provided at the different stations or only at the despatchers office and will allow for Morse characters being sent upon the line U from the battery P whenever desired, and inasmuch as the telephone J is in the main circuit with the line U and the receiving instrument J is also in a branch from the main line U telephonic communications can be had from the despatchers oflice to the respective block-signal stations.

In the diagram Fig. 13 I have represented the devices before described with reference to a single track, and in order to avoid confusion the positions of the track-rails are illustrated at O 0 only, and the position of the engine is illustrated at Q, such engine being presumed to be traveling upon the single track in the direction of the arrow, and it is also to be understood that the dotted line U at the bottom of Fig. 13 is the main-line wire U, (shown by full lines at the top of said Fig. 13,) the connections being thus illustrated to avoid confusion which would result from the crossing of the wires, and the positions of the magnets E and F are the reverse on one'side lowing terms are made use of The up train is presumed to be going in the direction indicated by the arrow at the locomotive by Q, and the signals for the up train are indicated by the range of signals in the upper part of Fig. 13. The expression down train is applied to a train moving in the opposite direction to the arrow, and the expression down signals is applied to the range of signals in the lcgwer part of Fig. 13.

I have indicated on Fig. 13 circuitclosing devices at klm'n 0 q r Stu 0w cg z, and it is to be understood thatthe distance be tween any two of these places is to be greater than the length of any train, and presuming now that the train passes the circuit-closer f at 7c,- in so doing the current from P passes along the wire 80, which may be buried, and through the spring-lever g to the first down magnet F, setting the signal to safety, and from there the current passes through the second down magnet, and thence to the circuit-closer at p to the ground. XVhen the train passes over the circuit-closer c at Z, the current from P passes by 30 c and by the wire indicated by dotted lines to the first down magnet E, and thence through the second down magnet E to ground, changing the down signals to danger. Then the train reaches the contact f at m, the current passes from P through g and to the magnet F of the first up signal, setting the signal thereof to safety, and from there the current passes through the magnet F of the second up signal, setting that to safety, and thence the current passes to the magnet F of the third down signal, setting that to safety, andthence to the magnet F of the fourth down signal, set ting that to safety, and thence through the spring g of the circuit-closer at 25 and to the ground. When the train reaches the circuitcloser c at n, the current passes from the battery P through c and through the electromagnet E of the first down signal without changing it, as the same is set to danger, and thence it passes through the electromagnet E of the second down signal, setting the same to danger, and thence to the ground. Then the train reaches the circuit-closer cat 0 the current from the battery P passes IIO through the circuit-closer c and thence through the electromagnet E of the second up signal, setting the same to danger, and thence the current passes through the electromagnet E of the first up signal, setting the same to danger, and thence to the ground, and simultaneously the current divides by the branch leading to the electromagnet Eof the third down signal, setting the signal to danger, thence to the electromagnet E of the thence through the spring G of the circuitcloser at to the ground, and the train liaving passed the place marked p, and being :at

the position indicated by Q and traveling in the direction indicated by thearrow, l-hesignalsat the first and second down stations are at safety and at danger at the first and I second up signals, and the signals in frontof the train at Q, are at safety,;as indicated at the third and fourth up-signal stations, but

the signals upon the third and fourth down signals are at danger,as indicated, so that a train coming in the opposite direction to the train at Q is arrested bysaiddanger-signals at the right of the track as such train might be coming down toward the train at Q. As the train proceeds from the point Q it comes into contact with the circuit-closer at q, and the currentfroln the battery P passes'through the spring g, and thence to the electroniagnet F of the up signal 3, which is already at safety, and it goes also through the electromagnet F at the fourth up station, and thence through the electromagnet F of the fifth down station and through the electromagnet F of the sixth down station, thence by the spring 9 at a; to theground, which leaves the distant down signals 5 and 6 at safety, but when the train reaches the circuit-closer c at r the current passes from P through c and divides, and part of the current passes back through the magnet E of the second up signal and through the magnet E of the first up signal to the ground, but does not change the positionof those signals; but the other branch of the current passes through theeleetromagnet E i of the third down signal, whichis alreadyat danger, and also through the electromagnet E of the fourth down signal, which is already at danger, without moving any of these signals; but when the train reaches the circuitcloser c at s the current from P passes through c and through the eleetroinagnet E of the fourth up signal and through the electromagnet E of the third up signal to the ground, changing both of these signals from safety to danger, and the current also dividesand passes to the electromagnetE of the fifth down signal, and thence through the clectroinagnet E of the sixth down signal to the ground, changing both of these signals from safety to danger. hen the train passes the circuit-closer f at t, the current from P passes through the spring g, thence through the electromagnet F at the fourth down signal and through the electrolnagnet Fat the third down signal, changing these two signals from danger to safety, and thence it passes to the electromagnet F of the second up signal and through the electromagnet F of the first up signal and through the spring 9 at mto the ground, changing the firstand second up signals from danger to safety, but the down signals at5 and 6 remaining at danger stop any train coming in the opposite direction. \Vhen the train reaches a and acts upon the eircuit-closerf, the springg closes the circuit from the battery P throughg and through the eleetrolnagnet F at the fifth up signal and through the electromagnet F at thesixth up signal, and-thence to the, ground at E; but the up signalsat 5 and 6 are not moved, as they are at safetyjand when the train reaches the circuit-closer c at Q: thecurrent from I passes through c and through the electromagnet E at the fifth down signaland through the electromagnet E at the sixth down signal to the ground, but does not change these signals, which are already at danger; but the currentdivides and passes through the electronlagnet E at the up signal 4 and through the electromagnet E at "the up signal 3 and thence to the ground, changing these signals from safety to danger, and when the train reaches the circuit-closer c at w the current passes from P by c and through the electroinagnet E of the sixth up signahchanging the same from safety to danger, and thence through the electroinagnet E of the fifth up signal, changing the same from safety to danger, and when the train reaches the circuit-closer f at wthe spring g is moved, and the currentpasses from the battery P through g, and thencethrough the electromagnet F at the sixth down signal and through the electromagnet F at the fifth down signal, and thence through the electromagnet F of the fourth up signal and through the electromagnet F of the third up signal, and thence through the spring g at q tothe ground, settingthese up signals3 and 4 from danger to safety, and when the train reaches the circuit-closer c at 3 the current passes from the battery P through c and through the electroinagnet E of the sixth up signal, changing the same from safety to danger, and also through the electroinagnet E at the fifth up signal, changing the same from safety to danger, and thence to the ground; and when the train reaches the circuit-closer f at z the current passes from P by the spring and through the electromagnet F at the sixth up signal and through the electromagnet F at the fifth up signahand thence to the ground at at, setting the up signals at 5 and (5 from danger to safety,

so that the line is free for the train to pass in either direction. I have shown in connection with this Fig. 13 the brushes at N, near the respective circuit-closers, and these brushes act to give an audible signal in the cab of the locomotive or upon the train, as before mentioned, whenever either of the signals is at danger if the engineer should run past the visual signal without stopping, because at each signal the armature-lever B, when at danger, closes the circuit from the battery, through the springs 3 and 4, to the track contact-brushes N, near that signal; and it will be observed upon reference to Fig. 11 that when the train passes block No. 2 the battery P at that block is connected with the armature-lever D at the intermediate signal R, and hence the current passes through the said armature to thetrack-brush N at this intermediate signal R, and the same connections are illustrated in Fig. 13, but the brushes N are so placed as to indicate that they are passed over by the engine before reaching the visual signal with which they are connected.

It will be observed that the respective signals are not detrimentally affected by the passage of numerous wheels over one circuitcloser, because the current would thereby be simply pulsated without changing the signal, neither are such signals changed by the passage of a second train over the circuit-closer, and the registering mechanism is not brought into action except when a signal is moved from danger to safety, or the reverse. Hence there is no confusion of signals at the despatchers office or central station; and it is advantageous to make use of registering devices at both ends of the line, as indicated in Fig. 13, so that the movements of the trains are clearly and definitelynoted,and upon long lines one or more intermediate stations may be provided, or despatchers offices, as usual in railways, so that the information furnished reduces the risk of collisions to a minimum,

especially in View of the fact that the same circuit can be used fora telephone or for Morse system of communication between one despatche'rs office and another, and the signals being set automatically by the passing trains the responsibility of observing those signals devolves upon the engineer, and the audible signal given in the cab lessens the risk of collision in foggy weather or in consequence of carelessness on the part of the engineer in observing the visual signals.

At the intermediate station E, Fig. 11, and at the locomotive, Fig. 4, I have represented two sets of circuit-closing brushes N in line with each other and adjacent to the respective rails, so as to increase the reliability of the audible signal.

I claim as my invent ion 1. The combination in an electric signal, of an armature-lever, a rolling signal upon the armature-lever, two electromagnets' for giving motion to the armature-lever and to the signal, a circuit-closer or wheel operated by the armature-lever, and electric-circuit connections to the central station or train-despatchers office for indicating the movements of the respective signals automatically, substantially as set forth.

2. In an electric train-signal apparatus a brush of conducting material, insulating material around such brush and a stationary pivotal supportfor the same, in combination with springs actin gin both directions to return the brush to a normal position, and a similar .brush upon the engine standing in reverse position so that the points of the brushwi'res rub against each other and yield as the traveling brush moves over the standing brush, substantially as specified.

Signed by me this 17th day of March, 1894.

WVILLIAM BIDDLE.

\Vitnesses:

GEO. T. PINcKNEY, A. M. OLIVER. 

